armoured vehicles brakes tests - instytut...

Journal of KONES Powertrain and Transport, Vol. 18, No. 3 2011

ARMOURED VEHICLES BRAKES TESTS

Zbigniew Skorupka, Rafa Kajka, Wojciech Kowalski

Institute of Aviation, Landing Gear Department Aleja Krakowska 110/114, 02-256 Warszawa, Poland tel.: +48 22 8460011 ext. 657, fax: +48 22 8463752

e-mail: [email protected], [email protected], [email protected]

Abstract

Armoured vehicles are nowadays important part of modern army’s equipment. Reliability of armoured vehicles is a key feature in safety of transported staff and goods. Due to high mass of these vehicles there is a real problem with optimal brake systems which should be efficient enough in order to maintain as short as possible braking distance and have acceptable manufacturing and maintenance costs. Except for military use, there is a large market for armoured vehicles civilian use by rich or influential persons, security companies and banks. Civilian use of the armoured vehicles generates problems of moving on public roads with all restrictions for brake systems which are required by law.

Brakes verification is a difficult and time consuming process due to many circumstances which must be taken into account during tests. Brake tests should be done on many levels including laboratory tests made on samples, laboratory tests made on fully assembled brakes and finally tests made with use of fully prepared vehicle both in laboratory and in real life conditions. Following work will show selected issues of such test path, which was made by Institute of Aviation Landing Gear Department.

Keywords: transport, road transport, simulation, armoured vehicles, brakes, brake pads 1. Introduction

Use of the armoured vehicles by armies is as old as moving vehicles themselves. In ancient times there was a horse wagon armoured with hardwood or metal plates to ensure safety of soldiers inside it. When self driven ground vehicles were invented many of the designs contained armour for the military use. In XIX century armoured trains were in common use by the armies of the world but they were limited to areas with presence of the railway tracks. True use of the armoured vehicles on the battlefields emerged when car was invented and developed in degree which allowed making heavy armoured car move in satisfactory way. Armoured vehicles (cars) were made in the same time as tanks and most common difference between them is weight and armament. Armoured vehicles are lighter and faster than tanks so they can operate in wider spectrum of conditions. Most use of such vehicles is to provide safe transportation during army redeployment or reconnaissance missions.

In modern warfare, especially during latest Afghanistan and Iraq missions, mobility of the armed forces is the key to combat success. These missions are also testing grounds in order to improve every aspect of the vehicle.

Below there is a short description of the Polish armoured vehicle used in current missions: Dzik (Fig. 1.) is a 4.5-ton Polish-made multi-purpose infantry mobility vehicle. Produced by

the AMZ works in Kutno, it is designed for serving both the patrol and intervention roles, as well as an armoured personnel carrier for use by various peace-keeping and policing forces. Its armour provides defence against 7.62 mm bullets. The Dzik-3 also boasts bulletproof windows, puncture-proof tires and smoke launchers.

The Dzik cars are powered by a turbodiesel engine that produces 146 hp (107 kW) with a 2,797 cm³ displacement.

Z. Skorupka, R. Kajka, W. Kowalski

Fig. 1. Dzik armoured car overview

Institute of Aviation Landing Gear Department (IoA LG Dept.) is a specialist in the field of

aircraft landing gear in general including shock absorbers and brakes. Landing Gear Department laboratory is capable of undertaking complete tests to confirm FAR, EASA, MIL, AP, CS standards of helicopters and airplanes with take-off mass up to 20 000 kg (44 000 lb).

Our equipment: - 10 ton drop test, 3 ton drop test machine with drum, - 40 ton/ 20 ton (vertical and/or side load) press, - 5 ton drop test machine for functional/fatigue tests of complete L/G, - wheel runner for fatigue tests of wheels, - MTS AERO 90 - system for fatigue tests.

IoA LG dept. design activity is accomplished through use of CAD system SOLID EDGE which is fully compatible with Unigraphics. For stress and strain analysis MSC NASTRAN/PATRAN is used.

This knowledge enabled us to take the challenge in redesigning brakes for the one of the armoured vehicles which had not sufficient braking system for military use. Insufficiency manifested in too large wear of the brake pads and not enough braking power.

IoA LG Dept. made its work in few stages: - Laboratory tests of existing brake, - Preliminary tests with various brake pads, - Tests with selected brake pads material, - Design and tests of the new brake.

2. Laboratory tests of existing brake Tests of the existing brake were made using calculations made in IoA LG Dept. in order to set

up correct test parameters. Tab. 1. Brake test parameters (Ebrake – energy absorbed by the brake)

Test conditions for reference vehicle speed No. Parameter Unit 60 [km/h] 100 [km/h] 1 rpm 273 455 2 nb rps 4.55 7.58 3 b 1/s 28.58 47.65 4 m/s 20 33.35 5 Vreal km/h 72 120 6 A m/s2 6.7 6.7 7 T s 2.99 4.97 8 S m 30 83 9 Fbrake N 10298 10298

10 Mbrake Nm 5149 5149 11 Qsupport daN 1965 1965 12 Ib kgm2 843 843

13 Ebrake J 344178 955994

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Armoured Vehicles Brakes Tests

Tests were made with use of 3T drop test machine equipped with drum for brake testing (Fig. 2).

Fig. 2. Drop test machine used in brake testing

49 tests were made in this configuration. TEXTAR BZ 005 brake pads were used. Exemplary

test results graph is shown below (Fig. 3).

Fig. 3. Example of the original brake test results

Linear acceleration to pressure inside the brake ratio was (average) -0.0370. Such parameter is

set up for easy compare between tests with other brake pads or/and brake configurations. 3. Preliminary tests with various brake pads material

Preliminary tests were made in order to check the best brake pads material for new brake. Tests

were made in the same conditions of both testing hardware and software for easy results

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comparison. Four brake pads were taken to the tests, all of them are commercially available brake pads for high-performance use. Below there is a table with results (Tab. 2):

Tab. 2. Results obtained during tests of various brake pads

Brake pads material Parameter 2000/EBC 4000/EBC 5000/EBC Textar T30311

(7024)FF

D 0.386 0.40 0.38 0.36

0.788 0.71 0.68 0.765

wear of brake pad in 1 braking 26.6 21.67 15.15 91.7

wear of disc brake in 1 braking 1.75 0.75 1.38 4.38

Cast iron disc brake type D1309 (EBC Brakes) was used. As a result of the tests 4000/EBC (Fig. 4.) was chosen for further tests due to its little wear and

friction coefficient thermal stability.

Fig. 4. 4000/EBC brake pads chosen for further brake testing

4. Tests of existing brake with changed brake pads

Test was performed in the same manner as previous ones. It proved that change of brake pads

increase brake efficiency. Unfortunately it wasn’t enough in order to meet the requested requirements. Linear acceleration to pressure inside the brake ratio was (average) -0.0382.

36 tests were made in this configuration. 4000/EBC brake pads were used. Exemplary test results graph is shown below (Fig. 5.).

Conclusion for this test was made that there is need to redesign brake in order to achieve desired brake efficiency. 5. Design and tests of the new brake

According to test results and numerical analysis done by LG dept staff the best solution to

achieve desired parameters was to redesign brake in order to obtain higher braking moment. Design modifications were created in order to use commonly available braking pads materials which were tested in IoA LG Dept. as an alternative to brake pads used in original brake.

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Fig. 5. 4000/EBC brake pads chosen for further brake testing

Main requirements for new brake:

- durability, - cost of manufacturing, - functionality, - easy installation, - tightness, - interchange ability, - corrosion resistance.

Design was made entirely by engineers of IoA LG Dept. New version of armoured vehicles’ brake can generate higher braking moment because of use

3 pistons instead of 2 as it was in original brake. New brake was designed not only to meet energy requirements; it was also design as direct replacement of the old one without any alteration in current car structure (Fig. 6).

Fig. 6. 3D model of 3 piston brake

charge valve pistons

Vent valve

seals

body

springs

Brake pads

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Three piston brake was tested (Fig. 7.) in the same way as older one using the same test and measurement infrastructure. This approach ensured testing staff that obtained results are fully comparable with previous ones.

Fig. 7. 3 piston brake mounted to the test stand

46 tests were made in this configuration. 4000/EBC brake pads were used. Exemplary test

results graph is shown below (Fig. 8). Linear acceleration to pressure inside the brake ratio was (average) -0.0507.

Fig. 8. Example of 3 piston brake test results.

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5. Summary

All of the performed tests confirmed that new brake is more efficient than old one. This proved design assumptions made by LG dept. engineers.

Obtained test results were used in order to check if design is correct and as base for more testing using real car in real environment. Results prove better performance (Tab. 1) of the three piston brake by 31% comparing to original two piston brake (2E/3E ratio). As a base for the comparison ratio linear acceleration to release pressure was taken.

Tab. 2. Results obtained during tests of various brake pads

2 piston (original brake) 3 piston (EBC4000) Average

[2T] [3E] acceleration/pressure 0.038735631 -0.050734012

Thank to laboratory tests it was possible to make assumptions for optimization of the brake in

efficient and not costly way comparing to trial method often used in this field. Test results and new design has to be proven during registered exploitation but such tests have to be made by company which produces armoured vehicles. References [1] Re ski, A., Car structures, Brake and steering systems, Oficyna wydawnicza Politechniki

Warszawskiej, Warsaw 2004. [2] Institute of Aviation Landing Gear Report. No 36/BZ/2009, Car Braking System Dynamics

Analysis, Institute of Aviation, Warsaw 2009. [3] Institute of Aviation Landing Gear Report. No 57/BZ/2010/RAP, Armoured vehicle braking

systems design using high energy and efficiency composites, Institute of Aviation, Warsaw 2010.

[4] Landing Gear Department website, http://www.cntpolska.pl/index.php/landing-gears-department/about-us.

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